Arrangement for driving a locomotive having various energy-provision systems

ABSTRACT

An arrangement for driving a locomotive has various energy-provision systems. The locomotive contains a main energy-provision system as the main system and a drive system. Energy provided by the main system is supplied to the drive system as drive power and is used by the drive system for moving the locomotive. A railroad car carries at least one additional energy-provision system as an auxiliary system. The auxiliary system is used in a manner which is temporally offset from the main system in order to supply drive power to the drive system. Components which can be used by both the main system and the at least one auxiliary system are implemented only once and are used jointly by both the main system and the auxiliary system. Components which are used exclusively by the auxiliary system are arranged on the railroad car.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of application Ser. No. 17/299,929,filed Jun. 4, 2021, which was a § 371 national stage filing ofinternational application No. PCT/EP2019/078248, filed Oct. 17, 2019,which designated the United States; the application also claims thepriority, under 35 U.S.C. § 119, of German patent application No. DE 102018 220 931.6, filed Dec. 4, 2018; the prior applications are herewithincorporated by reference in their entirety.

BACKGROUND OF THE INVENTION

The invention relates to an arrangement for driving a locomotive havingvarious energy-provision systems.

Locomotives having various energy-supply systems are known, said systemseach being arranged independently of one another in the locomotive andoperated independently of one another.

A dual-power locomotive uses, for example, as a first energy-supplysystem a diesel engine which drives an electrical generator coupled tothe diesel engine. Electric power generated thereby is transmitted toelectric drive motors which then drive the locomotive.

In parallel thereto, a second energy-supply system, for example anelectrical one, is present on the locomotive. The locomotive takeselectric power from a high-voltage overhead line, via a currentcollector or pantograph, and passes it to a transformer via a maincircuit breaker. The transformer converts the high voltage down to alower medium voltage. The medium voltage is then in turn fed, via aso-called H-bridge and an inverter arranged downstream from the latter,to electric drive motors of the locomotive which then drive thelocomotive.

Locomotives of this type can be used flexibly because, being railvehicles having a collector and a diesel engine, they can travel onelectrified stretches of track, non-electrified stretches of track, andover the transition regions with almost no interruption.

There is, however, a disadvantage that a rail vehicle of this type has ahigh overall mass and a large volume owing to the two energy-supplysystems, configured in parallel, and their components.

The number of energy-generation systems which can be used is limited byvirtue of the specified restrictions on the volume of the rail vehicleand its permitted overall mass. Two and a maximum of three energy-supplysystems are generally provided per rail vehicle or per rail vehicletrainset.

In order to use various energy-supply systems at different times, it isalso known to couple together a first locomotive which has, for example,a diesel drive and a second locomotive which has, for example, acollector and three-phase motors and to employ these coupled locomotivesas a trainset. Depending on the section of track, one of the twolocomotives is then used as the traction vehicle, for example forrailroad cars, etc.

Owing to the weight, the rolling resistance, and the mass of thelocomotive which is not required in each case, there is an increase inboth the power consumption and the maintenance cost. Lastly, althoughthe trainset solution is easy to implement, it entails high operatingcosts.

SUMMARY OF THE INVENTION

The object of the present invention is therefore to provide an improvedsolution for a locomotive which permits the cost-effective use ofvarious energy supplies.

This object is achieved by the features of the claimed invention.

Advantageous developments are given in the dependent claims.

The invention relates to an arrangement for driving a locomotive havingvarious energy-provision systems, wherein the locomotive includes a mainenergy-provision system as the main system, and a drive system. Energyprovided by the main system is fed as drive power to the drive systemand used by the latter to move the locomotive. A railroad car includesat least one further energy-provision system as an ancillary system,wherein the ancillary system is used to feed drive power to the drivesystem at different times from the main system. Components which can beused both by the main system and by the at least one ancillary systemhave a single design and are used jointly both by the main system and bythe at least one ancillary system. Components which can be usedexclusively by the at least one ancillary system are arranged on therailroad car.

The energy provided or converted by the energy-provision system is fedas drive power to the drive system and used by the latter to drive ormove the locomotive.

A first energy-provision system thus forms a so-called mainenergy-provision system or main system.

A further energy-provision system that is intended to be used (inparallel with but) at different times from the main energy-provisionsystem forms a so-called first ancillary energy-provision system orfirst ancillary system.

Further energy-provision systems which in turn are intended to be usedin parallel with but at different times from the main energy-provisionsystem and the first ancillary energy-provision system thencorrespondingly form a second, third, etc ancillary energy-provisionsystem or ancillary system.

In a preferred embodiment, the components of the main system arearranged completely on the locomotive. Autonomous operation of thelocomotive is thus enabled because all the required components (energyprovision or energy conversion and driving) are then a constituent partof the locomotive.

Components which can be used both by the main system and by therespective ancillary systems have a single design.

In a preferred development, these components are, as described at thebeginning, arranged on the locomotive itself.

In an alternative embodiment, these components are arranged at leastpartially on the railroad car described below.

Components which can be used only by the respective ancillary systemsare arranged on a railroad car.

The railroad car is preferably coupled directly to the locomotive andthey both thus effectively form as it were a twin unit.

Alternatively, the locomotive can also be connected indirectly to therailroad car by extended cables which pass through further (utility)railroad cars.

Common energy-provision systems with components and their distributionbetween the locomotive and the railroad car are listed below, whereancillary systems are concerned:

AC Mode:

Arrangement on the railroad car:

-   -   Current collector or pantograph    -   Main circuit breaker    -   Transformer    -   H-bridge    -   (Partial) intermediate circuit

Arrangement on the locomotive:

-   -   (Partial) intermediate circuit    -   Inverter or frequency inverter for the driving motors    -   Three-phase asynchronous motor(s) as driving motor(s)    -   Cooling system for driving motor(s)    -   Compressed-air braking system    -   Compressor system for the compressed-air braking system

DC Mode:

Arrangement on the railroad car:

-   -   Current collector or pantograph    -   Main contact breaker or high-speed circuit breaker    -   Boost converter (optional, converts the DC voltage into the        desired intermediate circuit voltage)    -   (Partial) intermediate circuit

Arrangement on the locomotive:

-   -   (Partial) intermediate circuit    -   Inverter or frequency inverter for the driving motors    -   Three-phase asynchronous motor(s) as driving motor(s)    -   Cooling system for driving motor(s)    -   Compressed-air braking system    -   Compressor system for the compressed-air braking system

Diesel Mode:

Arrangement on the railroad car: 1

Diesel engine for generating electricity

-   -   Generator for generating the required electric power or energy    -   Inverter for adapting the energy to the intermediate circuit        (voltage adaptation)    -   (Partial) intermediate circuit

Arrangement on the locomotive:

-   -   (Partial) intermediate circuit    -   Inverter or frequency inverter for the driving motors    -   Three-phase asynchronous motor(s) as driving motor(s)    -   Cooling system for driving motor(s)    -   Compressed-air braking system    -   Compressor system for the compressed-air braking system

Energy Storage Mode:

Arrangement on the railroad car:

-   -   Energy stores, for example storage batteries, hydrogen stores        with a fuel cell, ultracaps, etc    -   If required, energy converters producing electrical energy (for        example, when using a fuel cell)    -   If necessary, inverters for adapting the energy storage voltage        into a desired intermediate circuit voltage    -   (Partial) intermediate circuit

Arrangement on the locomotive:

-   -   (Partial) intermediate circuit    -   Inverter or frequency inverter for the driving motors    -   Three-phase asynchronous motor as driving motor    -   Cooling system for driving motors    -   Compressed-air braking system    -   Compressor system for the compressed-air braking system

In an overview provided by way of example, which implies no limitation,a configuration is described in detail below in which a locomotive isintended to travel over both an electrified stretch of track with AChigh voltage and a non-electrified stretch of track.

In a preferred embodiment, a diesel drive is chosen as the main systemand an AC drive as the first ancillary system.

The required components are preferably and as follows distributedbetween the locomotive, on the one hand, and the railroad car, on theother hand:

Components of the main system, i.e., the diesel drive, are arranged onthe locomotive. These components are used partially both by the mainsystem and by the ancillary system. They are specifically:

-   -   Diesel engine    -   Generator for generating the required electric power    -   (Partial) intermediate circuit    -   Inverter    -   Three-phase asynchronous motor(s) as driving motor(s)    -   Cooling system for driving motors    -   Compressed-air braking system    -   Compressor system for the compressed-air braking system

All the remaining components of the ancillary system are arranged on therailroad car. These components are used only by the ancillary system.They are:

-   -   Current collector or pantograph    -   Main circuit breaker    -   Transformer    -   H-bridge    -   (Partial) intermediate circuit

A choice is made by the locomotive between the main system and theancillary system depending on the section of track. The respectiverequired components are connected to one another via a selection circuitin order to operate the locomotive depending on the section of track.

The locomotive thus includes all the required components for autonomousdiesel-based operation in a predetermined first stretch of track.

In a preferred embodiment, any (partial) intermediate circuits areconfigured so that they can be isolated, for example, via disconnectors.

In a preferred development, connection points for any (partial)intermediate circuits are arranged at one end or at both ends of thelocomotive so that connection from outside the locomotive is enabled.

An operational locomotive/railroad car twin unit is created viaappropriately configured electrical connections of the partialintermediate circuits of the railroad car and the locomotive. Theenergy-provision system of the railroad car is thus connected to thedrive components of the locomotive. Energy is provided by the railroadcar selectively via one or more different installed energy-provisionsystems.

In a preferred development, free space or volumes within the railroadcar which are not required and the size of which is generally determinedby the operator are used for purposes other than energy provision. Thisfree space can be used, for example, for transporting goods, mail, orpassengers.

The free space can furthermore be used for additional amenities (forexample, dining car service, VIP lounge, work area for businesstravelers) in order to make the whole twin unit consisting of thelocomotive and the railroad unit more economically efficient.

By virtue of the spatial assignment of the individual components to thelocomotive or the railroad car and owing to the ability of thecomponents to be used more than once, the present invention enables asaving in cost, volume, and weight.

Maintenance and operating costs are reduced or saved, compared with theknown prior art.

The weight of the railroad car to be pulled is much less than the weightof a second locomotive, as has been required hitherto, such that asaving can furthermore be made in energy costs and wear and tear on theinfrastructure (tracks) can be reduced.

The invention optimizes costs and intended application by virtue of amodular structure.

The present invention is explained in detail below by way of examplewith the aid of a drawing.

BRIEF DESCRIPTION OF THE DRAWING

The sole FIGURE of the drawing shows a preferred exemplary embodiment ofthe invention having a main energy-provision system (main system) andhaving a total of four auxiliary energy-provision systems (ancillarysystems).

DETAILED DESCRIPTION OF THE INVENTION

A locomotive LOC carries all the components of a main system MS whichis, for example, a diesel drive.

The locomotive LOC is driven with the aid of driving motors DM which arelikewise integrated into the locomotive LOC.

The locomotive LOC furthermore carries components which are required forits autonomous operation as a diesel locomotive. These are, for example,a train safety system TSS, a control system CS, and drive equipment DE.

A railroad car RC coupled to the locomotive LOC carries components ofthe four ancillary systems.

These are:

-   -   A first ancillary system HS1 which takes the form of an AC        energy-provision system at a first frequency,    -   A second ancillary system HS2 which takes the form of a DC        energy-provision system,    -   A third ancillary system FC which provides energy using a fuel        cell, and    -   A fourth ancillary system BAT which provides energy using a        battery.

The first ancillary system HS1 takes power from a rail power networkwith the aid of a current collector CC1. The current collector CC1 is,for example, a current collector or pantograph which can be extended andretracted and is arranged on the roof of the railroad car RC.

The second ancillary system HS2 takes power from a rail power networkwith the aid of a current collector CC2. The current collector CC2, fourof which are present in this case, is, for example, a lateral currentcollector which can be folded out and withdrawn.

The two ancillary systems HS1 and HS2 jointly use a transformer orreactor TRANS which likewise forms part of the railroad car RC.

A controller HBR is moreover provided for the ancillary systems HS1 andHS2 which is likewise shared and forms a further part of the railroadcar RC.

The controller HBR here takes the form of an H-bridge for the firstancillary system HS1. The controller HBR takes the form of a boost/buckconverter for the second ancillary system HS2.

Traction energy or power generated by the four ancillary systems HS1 toHS4 passes from the railroad car RC to the locomotive LOC via a DC linkcable.

A further CONTROL cable communicates control signals reciprocallybetween the railroad car RC and the locomotive LOC.

The railroad car RC is connected detachably or permanently coupled tothe locomotive LOC.

The locomotive LOC can be supplied with DC voltage from the railroad carRC with the aid of the DC link cable.

For this purpose, required components such as, for example, a currentconverter, a transformer, smoothing equipment, etc are arranged on therailroad car RC in order to generate the energy required for thedriving. They are alternatively attached to the locomotive LOC.

The energy required can also be used to supply an onboard network of thelocomotive LOC.

1. A locomotive drive arrangement, the arrangement comprising: alocomotive having a drive system and a main energy-provision systembeing a main system, said main system being configured to feed drivepower to said drive system for use by said drive system to move saidlocomotive; a railroad car having at least one further energy-provisionsystem being an ancillary system, said ancillary system being configuredto feed drive power to said drive system at different times from saidmain system; components to be used both by said main system and by saidat least one ancillary system each being formed only once as a commoncomponent configured to be used jointly by said main system and by saidat least one ancillary system; and components to be used exclusively bysaid at least one ancillary system being disposed on said railroad car;components required by said main system being disposed entirely on saidlocomotive to enable autonomous operation of said locomotive; said mainsystem being a diesel drive and said at least one ancillary system beingan AC drive; said railroad car carrying the following components of saidancillary system: a current collector, a main circuit breaker, atransformer, and an H-bridge; said locomotive carrying the followingcomponents of said main system: a diesel motor, a generator connected tosaid diesel motor for generating required electrical power, and aninverter; and an intermediate circuit between said H-bridge and saidinverter being arranged optionally and at least partially on saidrailroad car or on said locomotive.
 2. The arrangement according toclaim 1, wherein said at least one ancillary system is one of aplurality of energy-provision systems arranged on said railroad car. 3.The arrangement according to claim 1, wherein said railroad car iscoupled directly to the locomotive.
 4. The arrangement according toclaim 1, wherein said locomotive is connected indirectly to saidrailroad car via extended cables which pass through further railroadcars.
 5. The arrangement according to claim 1, wherein said drive systemof said locomotive has components selected from the group consisting ofa three-phase asynchronous motor forming a driving motor, a coolingsystem for said driving motor, a compressed-air braking system, and acompressor system for said compressed-air braking system.
 6. Thearrangement according to claim 1, wherein said ancillary system is aDC-based ancillary system, and: said components of said ancillary systemon said railroad car include a current collector, a main circuitbreaker, and an optional boost converter; said components of said mainsystem on said locomotive include an inverter or frequency inverter fora driving motor of said locomotive; and an intermediate circuit betweensaid main circuit breaker or H-bridge and said driving motor inverter isarranged optionally and at least partially on said railroad car or onsaid locomotive.
 7. The arrangement according to claim 1, wherein saidat least one ancillary system is based on a diesel mode, and: saidcomponents of said ancillary system on said railroad car include adiesel engine, a generator, connected to the diesel engine andconfigured for generating a required electric power or energy, and anoptional inverter for adapting the electric power or energy to anintermediate circuit; said components of said main system on saidlocomotive include an inverter or a frequency inverter for drivingmotors of said locomotive; said intermediate circuit which is arrangedbetween the generator or the optional inverter and said driving motorinverter is arranged optionally and at least partially on the railroadcar or on the locomotive.
 8. The arrangement according to claim 1,wherein said at least one ancillary system is based on an energy storagemode, and: said components of said ancillary system on said railroad carinclude an energy storage device; said railroad car optionally includesan energy converter configured to convert energy received from saidenergy storage device into electrical energy; said railroad caroptionally includes an inverter for adapting stored energy into adesired intermediate circuit voltage; said components of said mainsystem of said locomotive include an inverter or a frequency inverterfor driving motors of said locomotive; and an intermediate circuit isarranged between said energy storage device and said inverter isarranged optionally and at least partially on said railroad car or onsaid locomotive.
 9. The arrangement according to claim 8, wherein saidenergy storage device includes at least one component selected from thegroup consisting of a storage battery, a hydrogen store with a fuelcell, and ultracapacitors.
 10. The arrangement according to claim 1,which comprises a disconnector disposed to isolate an intermediatecircuit connected between said drive system and said ancillary system.11. The arrangement according to claim 1, which comprises disconnectorsdisposed to isolate any of a plurality of partial intermediate circuitsconnected between said drive system and said ancillary system.
 12. Thearrangement according to claim 1, which comprises connection points forany of a plurality of intermediate circuits or partial intermediatecircuits arranged on one or both ends of said locomotive to enable aconnection from outside said locomotive.
 13. The arrangement accordingto claim 1, wherein said railroad car is formed with free volume that isnot required for carrying said ancillary system or components thereofand said free volume is configured for transporting goods, fortransporting mail, for transporting passengers, or as a service area.